Brake control means



VOt.` 20, 1942.

C. C. FARMER BRAKE CONTROL MEANS Filed May 28, 1941 Patentecl Oct. 20,1942 BRAKE CONTROL MEANS Clyde C. Farmer, Pittsburgh, Pa., assigner toThe lvestinghouse Air Brake Company, Wilmerding, Pa., a corporation ofPennsylvania Application May 28, 1941', Serial No; 395,554

19 Claims.

This invention relates to fluid pressure brakes for railway trains, andmore particularly to a brake system controlled automatically from thetrack or manually from each car of a train, to effect an application ofthe brakes.

In a fluid pressure brake system 'for railway vehicles employing bothautomatically operative means, such as a trip cock device controlledfrom the track, and manually operative means, such as a conductorsvalve, to Vent fluid under pressure from the brake pipe for effecting anapplication of the brakes, it is desirable to prevent the release of thebrakes until the operator performs a required act, which he mayaccomplish without leaving his post of duty.

The principal object of my invention is to provide means which isoperative, upon effecting an application of the brakes by the operationof either a trip cock device or a conductors valve device, to preventreleasing of the brakes unti; manipulated by the operator.

Another object of the invention is to provide means whereby a brakeapplication effected by the operation of either a. trip cock device oraconductors valve device will be maintained eiective until a manualresetting operation is performed by the operator.

A further object of the invention is to provide electrically controlledmeans which is responsive,

upon effecting an application oi the brakes by the operation of either atrip cock device or a conductors valve device, to prevent release of thebrakes until manually reset by the opera-tor.

In the accompanying drawing, Fig. 1 is a diagrammatic View, mainly insection, of fluid pressure brake apparatus embodying one form of theinvention.

Fig. 2 is a diagrammatic sectional View of a portion of the apparatusand illustrating another iorm of the invention.

As shown in Fig. 1 of the drawing, the equipment may comprise, anengineers brake valve device a main reservoir 2, a brake controllingvalve device, such as a triple valve device 3, an auxiliary reservoir 4,a brake cylinder 5, a brake pipe Ii, a feed Valve device l, a trip cockdevice 8 provided with an electric switch 9, a conductors valve devicei9, an electric switch II adapted to be controlled by the conductorsvalve device I and a magnetically operated Valve device I2.

Considering now more in detail the devices briey referred to above, thebrake valve device I may be of any one of a number of types employed inautomatic brake apparatus, and as shown comprises a casing having avalve-chamber I5 containing a rotary valve I6, operated by means of ahandle l'I.

The triple valve device 3 is shown in outline form, and may be of anysuitable type which is operative upon a reduction in brake pipe pressureto supply fluid under pressure from the auxiliary reservoir l to thebrake cylinder 5, and which is operative upon an increase in brake pipepressure to release fluid under pressure from said brake cylinder and torecharge the auxiliary resservoir i from the brake pipe.

The feed valve device l' may be somewhat similar in construction to thatof the usual feed valve device and is preferably of large capacity andof the remote controlled type. This device may comprise a casing havinga piston chamber I9 containing a piston 2li and also having a valvechamber 2 l, in which is disposed a slide valve 22 which is adapted tobe operated by the stem of the piston The piston il@ is subjected on oneside to pressure of iuid in chamber 2i I and on the other side topressure of fluid in chamber i9 as well as to the pressure of a spring23. Chambers IS and 2| are in communication with each other by way of apassage 26 in which there is interposed a restriction 25.

The regulating portion of the feed valve device may comprise a eXil-lediaphragm 2l which is interposed between a chamber 28` and a chamber 29formed in the casing. The diaphragm 21 is subject on one side to thepressure of fluid in chamber 23 and on the other side to the pressure ofan adjustable coil spring 3U and is adapted to control the opera-tion ofa valve 3l interposed between the piston chamber i9 and the chamber 28which valve is operative to control a communication extending betweenthe chambers I9 and 28. The spring 39 is interposed between andoperatively engages the inner wall oi an adjustable cap nut 32, whichcloses the upper end of chamber 29, and a spring seat 33 which engagesthe diaphragm 2l and transmits the spring force to the diaphragm,through the medium of a diaphragm follower I8. The spring seat 33 isprovided with a stem 34 which extends through a central opening in thecap nut 32 to the exterior of the casing. The outer end of this stem isoperatively connected to one end oi a control lever 35, by means of apin i3, which lever is pivotally connected, at a point intermediate itsends, by means of a pin 35, t0 a bracket 31.

The bracket 3l is a part of a regulating mechani'sm 38 which may besecured in any suitable manner to the casing of the regulating portionof the feed valve device I. This regulating mechanism 33 furthercomprises a spring 4i) which is interposed between and operativelyengages one side of the other end of the lever 35 :and a horizontalextending portion 4| of the bracket 3l. At this end of lever 35 andoperatively engaging the opposite side thereof is a diaphragm followerd3 which is adapted to be operated by means of a diaphragm 44, which isclamped between a horizontal extending portion i5 of the bracket 3l anda cover portion d. The cover portion 4S and the lower side of thediaphragm M form a chamber 4l which is in constant open communicationwith a pipe 43 leading to the magnetically operated valve device i2.

A feed valve supply pipe and passage 49 leads from the slide valve seat22 to the usual feed valve passage 5c in the brake valve device Theslide valve 22 of the feed valve device is provided with large capacityports 5| adapted in the feed position of the slide valve to registerwith corresponding ports leading to the feed valve supply pipe e9.

The diaphragm chamber 28 of the feed valve device l is open to a passageand pipe 52 called the feed valve control pipe which pipe leads to thebrake valve device and is connected to a passage 53 in the brake valvedevice i leading to the seat of the rotary valve The slide valve chamber2| of the feed valve device I is in constant open communication with apassage and pipe 55 leading to the main reservoir 2.

The magnetically operated valve device i2 which is provided for thepurpose of controlling the operation of the regulating `mechanism 38,may comprise an electro-magnet 57 adapted to control oppositely seatingor double beat valves 53 and 59 contained in chambers 6B and 5|,respectively. The valve 58 is of larger diameter than the valve 59 andthe valve 59 is provided with a stem 62 which extends to the exterior ofthe casing for a purpose hereinafter described.

The chamber Si] is connected to the main reservoir 2, by way of apassage and pip-e 63 and pipe 55. The chamber 6| is connected to theatmosphere by way of a passage Gli. A spring 65 disposed in chamber 6|at all times tends to` seat the valve 59 and unseat the valve 53. Achamber 6% is provided in the casing between the seats of the valves 58and 59, which chamber is connected to the -pipe 48 by way of a passage6l.

One end of the winding of the electro-magnet 5l of the magneticallyoperated valve device |2 is connected to the electric switch associatedwith the conductors valve I0, and to the electric switch 9 of the tripcock device 8, by means of conductors |23 and li, and the other end ofthe winding is connected to the ground, by means of a conductor T3.

The conduct-ors valve device I for venting fluid under pressure from thebrake pipe and for controlling the operation of the switch may comprisea casing having a chamber which is in constant open communication withthe brake pipe 6 by way of a pipe i8. Contained in this chamber is avalve 'il and a spring i8 for normally seating the valve to closecommunication between the chamber 'E5 and a chamber '19, which latterchamber is in constant open communication with the atmosphere.

The valve il is provided with a. stem 80 which extends to the exteriorof the casing, the outer end of which stem engages a pivot arm 8|fulcrumed on a pin 82 mounted in a lug 83 projecting from the casing.For operating the arm 8| a pivoted handle 34 is provided having a camportion 85 for rotating the arm counterclockwise, so as to actuate thestem 88 and thereby unseat the valve ll, which valve when unseatedestablishes communication between chambers I5 and 19.

The electric switch for controlling an electric circuit to themagnetically operated valve device l2 may comprise a rigid base 98provided with spaced spring contact terminal fingers 9| and 92,respectively. The finger 9| is connected to the conductor ii and thenger 92 is connected to a storage battery 93, by means of a conductorQ5.

The switch is also provided with a plunger 96 having a member el forconnecting the two contact fingers Si and 92, and is further providedwith a spring 98 interposed between and operatively engaging the plungere6 and the base 9i) for normally maintaining the member 9T out ofengagement with the ngers 9| and 92. The plunger 96 is provided with astem 9e which extends through a central opening in the base Sil. Theouter end of this stem is operatively connected to one end of a rod li,which rod is connected at its opposite end to the handle 84 of theconductors valve device Iii, by means of a pin 94.

The trip cock device 8 which is adapted to be operated by a trip memberlocated along the track for venting uid under pressure from the brakepipe to eiect an application of the brakes, is somewhat similar to thetrip cock device shown, described and claimed in Patent No. 1,104,787,issued to A. England, July 28, 1914.

This device may comprise a casing |i|| having a valve chamber I2 whichis in constant open communication with the brake pipe 6 by way of a pipe|03 and a connected pipe lili. Contained in this chamber is a valve |65and a spring |96 for normally seating the Valve H25 to closecommunication between the chamber |32 and a chamber HV1 which is inconstant open communication with the atmosphere, by way of a passage|58. The valve |5 is provided with a stem |09 which extends upwardly tothe exterior of the casing and at its end carries a contact member Il!)which is suitably insulated from the stem. Contact member iii! isadapted to engage a pair of stationary contacts H2, when the valve |05is moved out of engagement with its seat. As shown in the drawing, theContact member is normally maintained out of contact with the stationarycontacts H2, when the valve H35 is in engagement with its seat.

One of the contacts H2 is connected to the conductor leading to oneterminal of the storage battery 93 and the other contact H2 is connectedto the conductor 1|. The other terminal of the battery is connected toground.

For operating the valve |65 and the attached contact member H0, a piston||5 is provided, which piston is subject on one side to atmosphericpressure in chamber lil, and on the opposite side to the pressure of uidin a chamber HS. The piston is provided with a chamber il which is inconstant open communication with the chamber |02 through a plurality ofports H9 and a passage |20 provided in the valve stem. Contained inchamber IH is a pilot or auxiliary valve |22 adapted to controlcommunication between chamber I6 and chamber l, which valve is normallyheld in engagement with its seat by means of a light spring |23. Thepilot valve |22 is provided with a stem |25 which is slidably guided bythe casing and which is adapted to be actuated by the vertical movementof a trip |26' which, in turn, is adapted to be operated by the trackmechanism, such as a trip member |21 located along the track |30.

Operation (Fig. 1)

As illustrated in Fig. 1 of the drawing the equipment is in its normaloperating position, that is to say, the system is fully charged withfluid under pressure and the brake valve device I and the otheroperating valve devices are in their release position.

In charging the equipment, uid under pressure supplied to the mainreservoir 2 in the usual manner flows therefrom to the slide valvechamber 2| of the feed valve device 1 by way of pipe and passage 55 andto the chamber 50 of the magnetically operated valve device I2 by way ofpipe 55 and pipe and passage 83.

Fluid under pressure thus supplied to charnber 60 ilows past unseatedvalve 58 to chamber 66 and from thence to the chamber 41 of theregulating mechanism 38, by Way of passage 61 and pipe 48. When the uidpressure in chamber 41 has been increased to a degree sufficient toovercome the opposing force of the spring 4i) acting on the lever 35,the regulating mechanism is moved to the position in which it is shownin the drawing. With the regulating mechanism 38 in this position thespring 40 is maintained ineffective, and as a consequence, theregulating spring 30 of the feed valve device 1 acts through the mediumof the spring seat 33, the diaphragm follower |8 and diaphragm 21 tounseat the valve 3|.

When the valve 3| is in its unseated position, fluid under pressureflows from piston chamber I8 to the diaphragm chamber 28 and from thislatter chamber flows through passage and pipe 52 to the passage 53 inthe brake valve device I.

Fluid under pressure in chamber 2| flows to chamber |9-byway of passage26 at a restricted rate as controlled by the restriction 25, so thatthere will be a preponderance of pressure in chamber 2| which causes thep-iston 20 and attached slide valve 22 to move from the position inwhich they are shown in the drawing to their outermost position. In thisposition the ports 5| in the slide valve 22 register with the supplyports leading to the feed valve supply passage and pipe 49, so thatiluid under pressure from the main reservoir 2 and connected feed valvechaini ber 2| now iiows to pipe 49 and from thence flows to the rotaryvalve chamber I5 of the brake valve device I, by way of passage 50 inthe brake valve device I.

With the rotary valve I6 of the brake valve device in release position,as shown in Fig. 1 of the drawing fluid under pressure in chamber l5 ofthe brake valve device ows through a passage |40 in the brake valvedevice and pipe |04 to the brake pipe 6. At the same time a cavity |35in the rotary valve I6 connects passage 53 with a passage |35, thelatter passage being in constant open communication with the passage|40, so that uid under pressure in passage 53 flows to the brake pipe 6.Fluid under pressure supplied to pipe |04 also flows through theconnected pipe |03 to the chamber |02 of the trip cock device 8.

Fluid under pressure thus supplied to chamber |02 flows from thence tochamber I1 by Way of ports ||9 and passage |20 in the stem of the piston||5. The chamber IIS located below the piston ||5, islnormallyat.`atrnospherici-pressure,I 75| pressure of fluidi supplied to-chambers-IIBVv by' as any luid under pressure leaking into said chamber willescape around the piston I I5 to the chamber I 01 and the exhaust outlet|08, pistonA |I5 having a loose t in its guide bore. Therefore, when thechambers |02 and ||1 are thuscharged with fluid under pressure, thecombined force of the fluid and the spring |06 acting on the seated areaof the valve |05 acts to move the operating parts to their releaseposition, as shown in the drawing.

Fluid under pressure supplied to the brake pipe 6 ilows through branchpipe |4| to the triple valve device 3. The triple valve device 3operates upon an increase in brake pipe pressure to charge the auxiliaryreservoir 4 and to` connect the brake cylinder 5 to the atmosphereY inthe usual manner.

Fluid under pressure in the brake pipe 6 also-` nov/s through the pipe16 to the chamber 15 of conductors valve, and with the handle 84 in theposition shown, forces the valve 11 more tightly into seating engagementwith its seat.

By supplying fluid under pressure from the feed valve 1 to the brakepipe 6 in the manner just described, the brake pipe pressure andconsequently the pressure of fluid in chamber 41 of the regulatingmechanism 38 is rapidly increased. When the fluid pressure in chamber 41has been increased to some predetermined degree below the pressurenormally carried in the brake pipe,- said pressure acts through themedium of the diaphragm 44 and diaphragm follower 43 to rock lever aboutthe pivot pin 38, against the opposing pressure of spring 40, to theposition in which it is shown in Fig. l of the drawing. With the lever35 thus positioned, fluid under pressure acting in chamber 41 maintainsthe spring ineffective, and as a consequence, the regulating spring 38of the feed valve device 1 acts through the medium of the spring seat 33and diaphragm iollower I8, in the usual manner, thus the brake pipepressure is increased to the pressure normally carried in the brakepipe, as determined by the adjustment of the regulating spring 3S in thefeed valve device 1. When the pressure in the brake pipe and in thediaphragml Application of the brakes by operation of the trip cockdevice If the trip member |25 of the valve device 8 on the vehicle isnow brought into operative engagement with the stationary trip member|21 along the track I 30, the valve stem |25 is actuated by movement ofthe trip member |26 to lift the pilot valve |22 from its seat, therebyestablishing communication between chambers ||6 and |I1. With valve |22unseated fluid under pressure in chamber |11 flows to chamber` IIS belowthe piston ||5. Since the opposite side of the piston ||5 is subject toatmosphericpressure, and the only force opposing movement of the pistonis that of the uid and spring |06 1n chamber |52 acting on the valve|05, the

way of chamber H1 causes the piston H5 to move upwardly the piston inits traverse unseating valve |05 and moving the contact member H intoCircuit closing engagement with the contacts H2;

An arm 3| is piVot'ally connected to the piston I I5. gage a fixed partof the casing, while the other end of the arm is adapted, upon upwardmovement of the piston H5, to' engage a collar |32 on the valve stem I25, so that upon upward movement of the piston H5 the arm I3| will berocked on its pivot and the pilot valve |22 will be maintained off itsseat by engagement of one end of the arm I3| with the collar |32, thus,as will hereinafter more fully appear, insuring that the valve |55 willbe maintained open for a sufhcient time to vent suicient iluid underpressure from the brake pipe to insure the desired application of thebrakes.

With the valve |05 unseated iluid under pressure is vented at anemergency rate from the brake pipe li by way of pipes |00 and |03,chamber |02, past unseated valve |05, chamber l|01 and passage |08. Inresponse to the sudden reduction in brake pipe pressure thus eifected,the triple valve device 3 functions in the usual well known manner tocut olf the atmospheric communication from the brake cylinder 5 and. tosupply fluid under pressure from the auxiliary reservoir l to the brakecylinder thereby effecting an emergency application of the brakes.

With the Contact member H0 in circuit closing engagement with thecontacts I I2, the magnetically operated valve device |2 is energized bycurrent from the battery S3. The circuit for energizing the windingcomprising battery 93, conductor 95, one of the stationary contacts H2,contact member H0 of the switch 9, the other stationary Contact H2,conductor 1I, connected conductor 10, through the winding of theelectro-magnet 51, conductor 13 and ground 12.

When the winding of the electro-magnet 51 is energized in the mannerjust described, the upper valve 58 is seated and the lower valve 59 isunseated. With the valve 50 seated communication between chambers 60 and66 is cut off and with the valve 59 unseated communication betweenchambers 6| and 65 is established. Under these conditions fluid underpressure in, chamber 41 of the regulating mechanism 30 will be vented tothe atmosphere by way of pipe 48, passage 61, chamber 66, past unseatedvalve 50, chamber 6| and passage 54.

Upon the venting of fluid under pressure from chamber d1, the spring 40,acting on the lever 35 causes said lever to rotate in a clockwisedirection about the pivot pin 36, until it engages a stop |38 on theportion 45.

The lever as it is thus rotated moves the stem 34 and thereby the springseat 33 of the feed valve device upwardly compressing spring y35, thusrelieving the diaphragm 21 of the pressure of the spring 30. With thediaphragm thus relieved of the pressure of the spring 30, fluid underpressure in chamber 28 will cause the diaphragm 21 to flex upwardlythereby permitting the spring |50 to act to seat the valve 3|. The valvewill now be maintained seated by the pressure of the spring |50 and thepressure of fluid in charnber I9.

It should here be mentioned that at substantially the same time as orjust before the reduction in brake pipe pressure is initiated by theunseating of the valve I 05, the valve 3| of the feed One end of the armis adapted to en valve device seat, so that the reduction in brake pipepressure will not cause a corresponding reduction to be effected in thepressure of fluid in piston chamber I9. Therefore, the piston 20 andslide valve 22 will remain in the position in which they are shown, theslide valve in this position preventing the ow ofA iluid under pressurefrom the slide Valve chamber 2| to the feed Valve supply pipe 45 andthereby the brake pipe.

The length of time that the valve |05 remains unseated and consequentlythe length of time the attached contact member H0 of the switch 9remains in Contact with the stationary contacts H2, depends upon theopposing pressure of the spring |05 and the brake pipe pressure actingin the chamber H6 below the piston H5. In this connection it will benoted that as soon as the brake pipe pressure in chamber H6 falls belowthe pressure of the spring |06, the piston H5, Valve |05 and attachedcontact member H0 are shifted downwardly by the spring |05 to theposition in which they are shown in the drawing. The downward movementof the piston H5 also causes arm I3! to release the pilot valve I 22, sothat spring |23 now acts to return the pilot valve to its seat.

With the contact member H0 in its circuit opening position theelectro-magnet 51 is deenergized. However, the valve 58 will stillremain seated and the Valve 50 unseated since the pressure of mainreservoir fluid acting on the large area of valve 58 is greater than.the opposing force of the spring 05 acting on the valve 59. With theValves 58 and 59 so positioned, the regulating spring 30 of the feedvalve device 1 remains ineffective and the piston 20 and attached slidevalve 22 remain in their release position as hereinbefore described.

From the foregoing description it will be understood that the feed valvedevice 1 will be rendered inoperative to effect restoration of thepressure of uid in the brake pipe 6 to the degree necessary to eifectthe release of the brakes until the valves 50 and 50 of the magneticallyoperated valve device I2 are returned to the position in which they areshown in the drawing.

When it is desired to release the brakes the valves 58 and 59 must bereturned to their normal position as shown in Fig. l and this is donethrough the medium of the stem 62 which the operator forces upwardly.When the valves 58 and 59 of the electrically operated valve device E3are thus returned to the position in which they are shown in thedrawing, fluid under pressure from the main reservoir 2 ows to thechamber 01 of the regulating mechanism 38 in a manner already described.Upon the restoration of fluid under pressure in chamber 41, the feedvalve device 1 is rendered operative, as hereinbefore described inconnection with initial charging of the system, to supply fluid underpressure from the main reservoir 2 to the brake pipe 6, it being 1in--derstood that the handle |1 of the brake valve device I is in itsrelease position, for eiecting a release of the brakes. The resultingincrease in brake pipe pressure will cause the triple valve device 3 tooperate in the usual manner to vent fluid under pressure from the brakecylinder, so as to release the brakes.

Application of the brakes by the conductors 'valve device If thetrainman desires to effect an application of the brakes, he moves thehandle 84 of the conductors valve device I0 to the left of the normalAposition in which it is shown in the drawing. When the handle is thusmoved, the cam surface 85 will engage the arm. 8| and cause the arm torotate in a counterclockwise direction and thereby force the valve stem88 inwardly and consequently the valve 11 from its seat against theopposing pressure of the spring 18. The movement of the handle 84,through the medium of the stem 99 and rod |88, will move the plunger 95,of the switch II, to the left against the opposing action of the spring98 until the contact member 91 of the plunger 96 engages the contactiingers 9| and 92.

With the valve 11 thus unseated fluid under pressure is vented at anemergency rate from the brake pipe 6 to the atmosphere, by way of pipe18, chamber 15 in the conductors Valve device i8, past unseated valve 11and chamber 19.

With the Contact member 91 in its contact closing position theelectro-magnet of the magf netically operated valve device is energizedfrom the battery, by way of the conductor 95, contact finger 92, contactmember 91, ringer 9|, conductor 1I, connected conductor 18, throughelectromagnet 51 and conductor 13 to ground 12,

With the magnetically operated valve device I2 energized and the brakepipe connected to the atmosphere by way of the conductors device I8 andthe brake valve device I in release position the several other parts anddevices of the equipment will function in the same manner as describedin connection with the control of the brakes through the operation ofthe trip cock device 8.

moves the connected plunger 95 to its normal position in which theContact member 91 is moved out of engagement with the ngers 9| and 92 asshown in Fig. l of the drawing, thus deenergizing the electro-magnet 51of the magnetically operated valve device I8.

When it is desired to release the brakes the magnetically operated valvedevice I2 must be reset manually in the same manner as described inconnection with the release of the brakes following a trip cock deviceinitiated application of the brakes.

Modified form of invention In Fig. 2 of the drawing a modification ofthe invention is illustrated which modincation may be incorporated inthe equipment shown in Fig. 1 by the addition of a cut-01T valve device|15 for the purpose of controlling the recharge of the brake pipe withiiuid under pressure to release the brakes following a trip cock deviceor '1 a conductors valve device initiated application of the brakes, theomission of the regulating mechanism 38 and the association of themagnetically operated valve device I2 with the cut-ofi valve device.side from these modifications, the details of the several parts of theequipment may be identical with those of the equipment shown in Fig. 1.

With the regulating mechanism 38 omitted the feed valve device may be ofthe usual well known construction and will function in the usual mannerto supply iiuid under pressure for charging the equipment.

The cut-off valve device |15 is interposed in the pipe I 84 at a pointlocated between the brake Valve device I and the branch pipe I 83leading to the trip cock device 8. This device may comprise a casinghaving a chamber |16 which is in constant open communication, by way ofa passage I 8|, with that portion of the pipe I 84 which leads to thebrake valve device I. Contained in this chamber is a valve |11 subjectto the pressure of a spring |18 for normally closing communicationbetween chamber |18 and a chamber |19, which latter chamber is in opencommunication, by way of a passage |88, with that portion of the pipe|84 which leads to the brake pipe 6.

The cut-ofi valve device |15 further comprises a exible diaphragm |83interposed between -a chamber |84, which is connected to the pipe 48 anda chamber |85 which is connected to the atmosphere by way of a port |86.Disposed in chamber |85 and operatively engaging the diaphragm I 83 is adiaphragm follower |81 having a stem |88 adapted to control oppositelyseating valves |89 and |98. The valve |89 is contained in the chamber|85 and the valve |98 is contained in a chamber |9I, which latterchamber is connected to the chamber |16 by way of a passage |93. Aspring |94 contained in chamber |9I tends at all times to seat the valve|98 and unseat the valve |89.

Operation (Fig. 2)

The operation of the cut-01T valve device |15 is similar to that of theregulating mechanism 38 hereinafter described in connection with Fig. 1of the drawing. With the main reservoir 2 charged with fluid underpressure in the usual manner, fluid under pressure at main reservoirpressure flows to the chamber 68 of the magnetically operated valvedevice I2. With the valves 58 and -59 of this device in their releaseposition, as shown in the drawing, fluid under pressure in chamber 68ows to the chamber |84 of the cut-off valve device 15, past unseatedvalve 58, chamber 88 and passage and pipe 48. When the pressure of iiuidin chamber |84 has been increased to a degree suicient to overcome theopposing action of the spring |94 acting on the opposite side of thediaphragm through the medium of the Valve |98, valve |89, stern |88 anddiaphragm follower |81, the valves |89 and |98 are moved to theirrelease or normal position in which they are shown in the drawing.

With the handle of the brake valve device in release position, fluid atthe pressure maintained by the feed valve device is supplied in theusual manner to that portion of pipe |84 which leads to the diaphragmoperated valve device |15. Fluid under pressure supplied to this portionof pipe |84 iiows to the brake pipe 6 by way of passage ISI in thecut-off valve device |15, chamber |18, passage |93, chamber |9I, pastunseated valve |98, chamber |19, passage |88 and through that portion ofthe pipe |84 which leads to the brake pipe 8.

With the other operating valve devices in their release position asshown in Fig. 1 of the drawing, thel-iiuid under pressure thus suppliedto the brake pipe 6 rapidly charges the system to the degree maintainedby the feed valve device.

If the trip cock device 8 or the conductors valve device I8 are operatedin the manner hereinbefore described in connection with the equipmentshown in Fig. 1 to effect an emergency application of the brakes, theelectro-magnet 51 of the magnetically operated valve device l2 will beenergized from the battery 93 in the same manner as described inconnection with the showing in Fig. 1.

Upon energization of the electro-magnet b1 the valve 58 is seated andthe valve 59 is unseated. With the valves 58 and 59 in this positionfluid under pressure in chamber IM of the cut-off Valve device |15 isvented to the atmosphere by way of pipe 18, passage 61, chamber 565,past unseated valve 59, chamber 6| and passage B4.

Upon the venting of iuid under pressure from chamber |54 of cut-od valvedevice |15, the spring |84 acting on valve |90, causes valve 1% to moveto its seated position and valve |89 to move to its unseated position.With the valves thus positioned communication between chambers |9| and|19 is cut off and fluid under pressure in chamber |19 is vented to theatmosphere past unseated valve |89, Achamber |85 and passage |86.

After either the trip cock device 8 or the conductors valve device Illhas been operated to effect a reduction in brake pipe pressure and thenoperated to close the atmospheric communication, fluid under pressure issupplied to that portion of the pipe |04 which is connected tothe brakevalve device I from the main reservoir in the manner already described.With the valve |90 of the cut-olf Valve |15 seated, however, restorationof the pressure of fluid in the brake pipe 6 to the degree necessary toeffect the release cf the brakes is prevented, until the operator movesthe stem 62 of the magnetically operated valve device I2 upwardly.Movement of the stem E2 upwardly, moves the valves 58 and 59 to theposition in which they are shown in the drawing thereby effectingoperation of the cut-off valve device |15 to its release position topermit recharging of the system with iluid under pressure in the mannerdescribed in connection with initial charging of the equipment.

The purpose of the valve |11 interposed between the chambers |16 and |19in the cut-oif valve device |15 is to provide a by-pass through whichfluid under pressure in brake pipe 6 may be reduced when the brake valvedevice is em-` ployed to effect either a service or an emergencyapplication of the brakes.

When the handle I1 of the brake valve device is moved either to serviceor emergency po- .A

sition, fluid under pressure in that portion of the pipe |34 which isconnected to the brake valve device is reduced to the atmosphere. Upon areduction in fluid pressure in this portion of the pipe |04 the fluidpressure in the connected chamber |16 is correspondingly reduced. Thereduction in fluid pressure in chamber |16 is thus made at a much fasterrate than fluid under pressure can be supplied from the brake pipe 6,and consequently from the connected chambers |9| and |19 through thepassage |93, so that the higher pressure in chamber |19 acting on loneside of valve |11 overcomes the opposing action of the spring |13 actingon the other side of the valve |11 and causes the valve to be unseated-With the valve |11 unseated, a direct unrestricted communication isestablished between the brake pipe 6 and the brake valve device so thatuid under pressure in the brake pipe 6 may be reduced through the brakevalve device in the usual manner to effect either a service or anemergency application of the brakes.

It will thus be seen that my invention provides means interlocked with atrip cock device and a conductors valve device arranged to permit theusual control of the brakes through the medium of the engineers brakevalve device, and which is rendered operative upon operation of eitherthe trip cock device or the conductors valve device, to preventrestoration of the normal brake pipe pressure for releasing the brakes,unless the operator performs a required act.

Having now described my invention, what I claim as new and desire tosecure by Letters Patent, is:

1. In a fluid pressure brake equipment of the type comprising a normallycharged brake pipe, means operative upon a reduction in brake pipepressure for effecting an application of the brakes and operative upon asubsequent increase in brake pipe pressure for eifecting a release ofthe brakes, means operative in accordance with 'a track indication foreffecting a reduction in brake pipe pressure and manually operativemeans for eifecting a reduction in brake pipe pressure, in combination,electrically controlled 'means automatically operative upon theoperation of either of said brake pipe pressure reducing means forpreventing the recharge of the brake pipe with fluid under pressure, andmeans for manually operating said electrically controlled means toVpermit the recharge of the brake pipe with uid under pressure.

2. In a iiuid pressure brake equipment of the type comprising a normallycharged brake pipe, means operative upon a reduction in brake pipepressure for effecting an application of the brakes and operative upon asubsequent increase in brake pipe pressure for electing a release of thebrakes, a brake valve device having one position for eifecting areduction in brake pipe pressure and another position for supplyingfluid under pressure to the brake pipe for recharging the brake pipe,means controlled from the track for eiecting a reduction in brake pipepressure and means manually controlled independently of said brake valvedevice for effecting a reduction in brake pipe pressure, in combination,electrically controlled means operative as an incident to the operationof either one of the last two mentioned means for preventing therecharge of the brake pipe with fluid under pressure, and means formanually operating said electrically controlled means to permit therecharge of the rake pipe with uid under pressure.

3. In a uid pressure brake equipment of the type comprising a normallycharge brake pipe, means operative upon a reduction in brake pipepressure for eiecting an application of the brakes and operative upon asubsequent increase in brake pipe pressure for effecting a release ofthe brakes, means operative in acccordance with a track indication foreffecting a reduction in brake pipe pressure and manually operativemeans for effecting a reduction in brake pipe pressure, in combination,means including a magnet valve device automatically operative to aposition in response to operation of either one of said brake ipereducing means to prevent restoration of brake pipe pressure, and meansmanually operative to eect movement of the magnet valve device to anormal position for permitting restoration of brake pipe pressure.

means comprising a magnetically operated valve device automaticallyoperative to one position upon the operation of either one of said brakeL' `pipe reducing means for preventing the recharge of the brake pipewith fluidunder pressure, and manually operative to another position topermit the recharge of the brake pipe with fluid under pressure.

5. In a fluid pressure brake equipment of the type comprising a normallycharged brake pipe, means operative upon a reduction in brake pipepressure foreffecting an application of the brakes and operative upon asubsequent increase in brake pipe pressure for effecting a release ofthe brakes, means operative in accordance with a track indication foreffecting a reduction in brake pipe pressure and manually operativemeans for effecting a reduction in brake pipe pressure, in combination,fluid pressure supply means for supplying fluid under pressure to thebrake pipe to effect a release of the brakes, magnetically operatedmeans for controlling said fluid pressure supply means, saidmagnetically operated means being automatically operative upon theoperation of either one of said brake pipe reducing means for preventingoperation of the iiuid pressure supply means to supply fluid underpressure to the brake pipe and manually operative to permit operation ofthe fluid pressure supply means to supply fluid under pressure to thebrake pipe.

6. In a fluid pressure brake equipment of the type comprising a normallycharged brake pipe, means operative upon a reduction in brake pipepressure for effecting an application of the brakes and operative upon asubsequent increase in brake pipe pressure for effecting a release ofthe brakes, a brake valve device normally operative to control thesupply of fluid to and the release of fluid from the brake pipe, a tripcock device automatically controlled from the track for effecting areduction in brake pipe pressure, a conductors Valve device manuallycontrolled from the vehicle for effecting a reduction in brake pipepressure, a mechanism for controlling the supply of fluid under pressureto the brake pipe, in combination, control means for rendering saidmechanism either operative or inoperative to supply uid under pressureto the brake pipe, magnetically operated means automatically operativeupon the operation of either the trip cock device or the conductorsvalve device for effecting operation of the means to render said mechanism inoperative to supply uid under pressure to the brake pipe, andmanually operative for effecting operation of the control means torender said mechanism operative to supply fluid under pressure to thebrake pipe.

7. In a fluid pressure brake equipment of the type comprising a normallycharged brake pipe, means operative upon a reduction in brake pipepressure for effecting an application of the brakes and operative upon asubsequent increase in brakepipe pressure for effecting a release of thebrakes, a brake valve device normally operative to con- -trol the supplyof fluid to and the release of fluid from the brake pipe, a trip cockdevice automatically controlled from the track for effecting a reductionin brake pipe pressure, a conductors valve device manually controlledfrom the vehicle for effecting a reduction in brake pipe pressure, amechanism for controlling the supply of fluid under pressure to thebrake pipe, in combination,

control means for rendering said mechanism either operative orinoperative to supply fluid under pressure to the brake pipe, a magnetvalve device having a normal position for effecting operation of saidcontrol means to render the mechanism operative to supply uid underpressure to the brake pipe and automatically operative for effectingoperation of the control means to render the mechanism inoperative tosupply fluid under pressure to the brake pipe upon the operation ofeither the trip cock device or the conductors valve device, said magnetvalve device being operative manually to said normal position.

8. In a iiuid pressure brake equipment of the type comprising a normallycharged brake pipe, means operative upon a reduction in brake pipepressure for effecting an application of the brakes and operative upon asubsequent increase in brake pipe pressure for effecting a release ofthe brakes, means operative in accordance with a track indication foreffecting a reduction in brake pipe pressure and manually operativemeans for effecting a reduction in brake pipe pressure, in combination,a source of electric current and means including a magnet valve deviceadapted to be energized from said source of current upon the operationof either one of said brake pipe pressure reducing means for preventingthe recharge of the brake pipe With fluid under pressure, said magnetvalve device being manually operative to a normal position to permit therecharge of the brake pipe with fluid under pressure.

9. In a uid pressure brake equipment of the type comprising a normallycharged brake pipe, means operative upon a reduction in brake pipepressure for effecting an application of the brakes and operative upon asubsequent increase in brake pipe pressure for effecting a release ofthe brakes, means operative in accordance with a track indication foreffecting a reduction in brake pipe pressure and manually operativemeans for effecting a reduction in brake pipe pressure, in combination,means operative for preventing the recharge of the brake pipe with fluidunder pressure, a magnet valve device operative when energized to effectoperation of said means, a battery, and a switch associated with each ofsaid brake pipe pressure reducing means, one or the other switch beingoperative to complete a circuit from the battery to said magnet valvedevice for effecting energization of the device upon operation of one orthe other of said brake pipe pressure reducing means.

10. In a fluid pressure brake equipment of the type comprising anormally charged brake pipe, means operative upon a reduction in brakepipe pressure for effecting an application of the brakes and operativeupon a subsequent increase in brake pipe pressure for effecting releaseof the brakes, means operative in accordance with a track indication foreffecting a reduction in brake pipe pressure and manually operativemeans for effect-` ing a reduction in brake pipe pressure, in comof saidbrake pipe pressure reducing means, said means being manually operativeto render said vfeed valve device operative to recharge the brake pipewith fluid under pressure.

11. In a fluid pressure brake equipment of the type comprising anormally charged brake pipe, means operative upon a reduction in brakepipe pressure for effecting an application of the brakes and operativeupon a subsequent increase in brake pipe pressure for effecting arelease of the brakes, means operative in accordance with a trackindication for eecting a reduction in brake pipe pressure and manuallyoperative means for effecting a reduction in brake pipe pressure, incombination, a feed valve device having a supply portion for supplyingfluid under pressure to the brake pipe for recharging the brake pipe anda regulating` portion for controlling the supply portion, a mechanismassociated with said regulating portion for rendering said feed valvedevice either operative or inoperative to recharge the brake pipe, andmeans for controlling said mechanism, said means being automaticallyoperative to effect operation of said mechanism to render said feedvalve device inoperative upon the operation of either one of said brakepipe pressure reducing means and being manually operative to eectoperation of said mechanism to render said feed valve device operativeto recharge the brake pipe.

12. In a fluid pressure brake equipment of the type comprising anormally charged brake pipe, means operative upon a reduction in brakepipe pressure for effecting an application of the brakes and operativeupon a subsequent increase in brake pipe pressure for effecting arelease of the brakes, means operative in accordance with a trackindication for effecting a reduction in brake pipe pressure and manuallyoperative means for effecting a reduction in brake pipe pressure, incombination, a feed valve device for recharging the brake pipe withfluid under pressure, means for rendering said feed valve eitheroperative or inoperative, said means comprising a chamber and beingresponsive to the supply of fluid under pressure to said chamber forrendering said feed valve device operative and being responsive to therelease of fluid under pressure from said chamber for rendering saidfeed valve device inoperative, and valve means for controlling thesupply of fluid under pressure to and the release of fluid underpressure from said chamber, said valve means being automaticallyoperative to vent fluid under pressure from said chamber upon theoperation of either one of said brake pipe pressure reducing means andbeing manually operative to supply fluid under pressure to said chamber.

13-- In a fluid pressure brake equipment of the type comprising a brakepipe, a brake valve device having a release position for supplying fluidunder pressure to said brake pipe and an application position forreleasing fluid under pressure from the brake pipe, brake controllingmechanism operative upon a reduction in the pressure of fluid in saidbrake pipe to effect an application of the brakes and upon an increasein brake pipe pressure to effect a release rof the brakes, meanscontrolled from the track for effecting a release of fluid underpressure from the brake pipe, means manually controlled from the vehiclefor effecting a release of fluid under pressure from the brake pipe, incombination, a magnet valve device comprising valve means normallypositioned to permit fluid under pressure to flow from the brake valvedevice to the brake pipe in the release position of the bra-ke valvedevice, said magnet valve device being operative to move said valvemeans from the normal position upon cperation of either one of saidbrake pipe pressure reducing means for preventing a subsequentrestoration of brake pipe pressure until reset, and means adapted to bemanually operated for resetting said valve means.

14. In a fluid pressure brake equipment of the type comprising a brakepipe, a brake valve device having a release position for supplying fluidunder pressure to said brake pipe and an application position forreleasing fluid under pressure from the brake pipe, brake controllingmechanism operative upon a reduction in the pressure of fluid in saidbrake pipe to effect an application of the brakes and upon an increasein brake pipe pressure to effect a release of the brakes, a trip cockdevice automatically controlled from the track for effecting a reductionin brake pipe pressure, a conductors valve device manually controlledfrom the vehicle for effecting a reduction in brake pipe pressure, incombination, a mechanism for charging of the brake pipe with fluid underpressure by Way of said brake valve device with the brake valve devicein release position, means having a normal position to permit saidmechanism to operate to charge the brake pipe With fluid under pressureand operative to another position for preventing said mechanism fromoperating to recharge the brake pipe With fluid under pressure, and amagnet valve device automatically operative upon operation of either thetrip cock device or the conductors valve device for effecting operationof said means to said other position, said magnet valve device beingmanually operative for effecting operation of said means to said normalposition.

15. In a fluid pressure brake equipment of the type comprising a brakepipe, a brake valve device having a release position for supplying fluidundei' pressure to said brake pipe and an application position forreleasing fluid under pressure from the brake pipe, brake controllingmechanism operative upon a reduction in the pressure of fluid in saidbrake pipe to effect an application of the brakes and upon an increasein brake pipe pressure to effect a release of the brakes, incombination, an electric switch, a trip cock device controlled from thetrack for effecting a reduction in brake pipe pressure and for actuatingsaid switch to its circuit closing position, another electric switch, aconductors valve device controlled from the vehicle for effecting areduction in brake pipe pressure and for actuating said other switch toits circuit closing position, a feed valve device for charging the brakepipe with fluid under pressure by Way of said brake valve device whenthe brake valve device is in release position, fluid pressure responsivemeans interposed between said brake valve device and said brake pipe,said fluid pressure responsive means being operative upon venting offluid under pressure therefrom for preventing the flow of fluid underpressure from the feed valve device to said brake pipe, a magnet valvedevice operative when energized for venting fluid under pressure fromsaid fluid pressure responsive means, a battery connected to both ofsaid switches and adapted upon actuating either of said switches totheir circuit closing position for energizing said magnet valve device,said magnet valve device being manually operative when deenergized tosupply fluid under pressure to said fluid pressure responsive means topermit flow of fluid under pressure from the feed valve device to thebrake pipe.

16. In a fluid pressure brake equipment of the type comprising anormally chargedbrake pipe, a feed valve device for supplying fluidunder pressure to the brake pipe, a charging communication through whichiiuid under pressure flows from the feed valve device to the brake pipe,means operative upon a reduction in brake pipe pressure for effecting anapplication of the brakes and operative upon a subsequent increase inbrake pipe pressure for effecting a release of the brakes, meansoperative in accordance with a track indication for effecting areduction in brake pipe pressure and manually operative means foreffecting a reduction in brake pipe pressure, in combination,magnetically operated means automatically operative upon the operationof one or the other of said brake pipe pressure reducing means to closesaid communication, and means for manually operating said last mentionedmeans to open said communication.

17. In a fluid pressure brake equipment of the type 'comprising anormally charged brake pipe, a feed valve device for supplying fluidunder pressure to the brake pipe, a charging communication through whichfluid under pressure flows from the feed valve device to the brake pipe,means operative upon a reduction in brake pipe pressure for effecting anapplication of the brakes and operative upon a subsequent increase inbrake pipe pressure for effecting a release of the brakes, meansoperative in accordance with a track indication for effecting areduction in brake pipe pressure and manually operative means foreffecting a reduction in brake pipe pressure, in combination, fluidpressure responsive means operative to control said chargingcommunication, and magnetically operated means for conditioning saidfluid pressure responsive means, said magnetically operated means beingautomatically operative upon the operation of one or the other of saidbrake pipe pressure reducing means to condition said fluid pressureresponsive means to close said communication and being manuallyoperative to condition said fluid pressure responsive means to open saidcommunication.

18. In a fluid pressure brake equipment of the type comprising a brakepipe, a brake valve device having a release position for supplying fluidunder pressure to said brake pipe and an application position forreleasing fluid under pressure from the brake pipe, brake controllingmechanism operative upon a reduction in the pressure of fluid in saidbrake pipe to effect an application of the brakes and upon an increasein brake pipe pressure to effect a release of the brakes, meansautomatically controlled from the track for effecting a reducing inbrake pipe pressure, means manually controlled from the vehicle foreffecting a reduction in brake pipe pressure, in combination, a chargingcommunication through which Huid under pressure flows from the brakevalve device to the brake pipe, and means interposed in saidcommunication, said means including a magnet valve device automaticallyoperative upon the operation of either one of the last two mentionedbrake pipe pressure reducing means to close said communication and beingmanually operative to open said communication.

19. In a fluid pressure brake equipment of the type comprising a brakepipe, a brake valve device having a release position for supplying fluidunder pressure to said brake pipe and an application position forreleasing fluid under pressure from the brake pipe, brake controllingmechanism operative upon a reduction in the pressure of uid in saidbrake pipe to effect an application of the brakes and upon an increasein brake pipe pressure to effect a release of the brakes, meansautomatically controlled from the track for effecting a reducing inbrake pipe pressure, means manually controlled from the vehicle foreffecting a reduction in brake pipe pressure, in combination, a chargingcommunication through which fluid under pressure flows from the brakevalve device to the brake pipe, a cut-off valve device normallypositioned to open said communication and operative from its normalposition to another position t-o close said communication, means forcontrolling said cut-off valve device, said means including a magnetvalve device automatically operative to effect operation of said cut-offvalve device from its normal position to said other position uponoperation of either one of the last two mentioned brake pipe pressurereducing means and manually operative to effect operation of said cutolf valve device to its normal position.

CLYDE C. FARMER.

